Automatic train controlling and stopping mechanism



F. C, WILLIAMS. AUTOMATIC TRAIN CONTROLLING AND STOPPING MECHANISMAPPLICATION FILED APR. I9. 1917.

Patentefi July 6, 1920.

3 SHEETS-SHEET l.

INVENTOR Ema/1" 6. Fw /fem).

WITNESS A TTORNEYS F. C. WILLIAMS.

AUTOMATIC TRAIN CONTROLLING AND STOPPING MECHANISM.

APPLICATION FILED APR. 19. I917.

Patented July 6, 1920.

3 SHEETSSHEET 2.

INVENTOR W1 WITNESS ATTORNEYS APPLICATION FILED APR-19,19I7.

Patented July 6, 19%.

3 SHEETS-SHEET 3.

NESS I I ATTQRNEYE;

UNITED STATES PTENT OFFICE.

FBJLLN K C. WILLIAMS, OF PHILADELPHIA, PENNSYLVANIA, ASSIGNOR TO THESAFETY BLOCK SIGNAL COMPANY, A CORPORATION OF DELAWARE.

AUTOMATIC TRAIN CONTROLLING AND STOPPING MECHANISM.

1,34l5,31ii.

A Application filed April 19,

To (ZZZ whom it may concern:

Be it known that I, FRANK C. l/VILLInMs, a citizen or the United States,and a resident of Philadelphia, in the county of Philadelphia and Stateof Pennsylvania, have invented certain new and useful Improvements inAutomatic Train Controlling and Stopping Mechanisnn'of which thefollowing in a specification.

The objects of this invention are to provide an apparatus forautomatically controlling the operation of trains in a block systemoperated under a short headway providing a mechanism for automaticallystopping a train in one block dependent on the condition of the adjacentblock it the train is moving above a pre-determined rate of speed butpermitting the train to proceed it moving below a pre-determined rate ofspeed. The present invention relates to improvements in the inventiondisclosed and claimed in my copending applications, Serial No. 126,872,and Serial No. 141,355, in which by insulating the propulsion line orthird rail a train stopping section is pro vidc-d. This section isadapted to be so controlled by the various trains in the block system tobe thrown into or out of eleo trical connection with the main propulsionline dependent on the condition of the blocks oi? the system and thuscontrol the operation of a train stopping mechanism carried by the trainbeing controlled and located in one of the rearward blocks.

By the present invention all insulation of the third rail into sectionsis avoided and instead thetrain stopping section is formed by providingan independent contacting track section adapted to be automaticallycontrolled by certain block circuits of the system so as to beelectrically energized from the main propulsion line or deener- 'zedtherefrom in the manner referred to so as to automatically regulate theoperation of F the train stopping mechanism from the condition of theblocks of the system.

Further objects of this invention are to provide an improved automatictrain stoppin and regulating apparatus incorporating this arrangementand further providing a structure wherein a normally electricallyenergized element is operative when deenergized to stop the train but isnormally maintained energized by a suitable supply of electrical energyeither obtained from the Specification of Letters Patent.

Patented July 6, 1920.

1917. Serial No. 163,100.

source of supply carried by the train or i'rom the main propulsion linewhich operates the train, and means are provided 1n each block forcutting off the normal supply and throwing into connection with themechanism carried by the train a temporarily operating supply of currentwhich supply is automatically controlled for each block by the conditionof the adjacent block in advance of the same. If a train is in the blockahead of a second train, the temporary supply of current to themechanism for controlling the operation of the second train is shut offand the train will be stopped unless a third source of current supply,which is provided and is arranged to be controlled by a speed responsivedevice on the train, maintains the stopping mechanism inoperative, thethird circuit being closed if the train is moving below a predeterminedrate of speed.

Further objects of this invention are to provide in a mechanism of thecharacter indicated, suitably constructed contact shoes so connected inthe controlling circuits of the train stopping and regulating mechanism, as to automatically effect an operation of the apparatus as justindicated; to provide contact elements of the character indicated whichmay also be used, it de sired, as the means for supplying the propulsioncurrent to the train to operate the same; and to provide an apparatus ofthis character in which the mechanism operates to prevent theapplication of the train stopping mechanism even if a break occurs inthe main propulsion line but on the other hand to effect the stopping ofthe train in event of the accidental breaking of the electricalconnections in the various controlling circuits.

Further objects of my invention include means whereby the mechanismwhich acts to operate the automatic control of the train when the sameis controlled from the main source of current supply used in running thetrain, is so constructed as to avoid arcing of the current andfurthermore the apparatus forming the subject matter of this inventionmay be readily adapted for use as a train speed controlling mechanismmerely without actually stopping the train.

Referring to the drawings forming a part of this specification, Figure 1shows diagrammatically one form of apparatus in a position to stop atrain in one block of a block system, while Fig. 2 is a similar Viewshowing the position of the apparatus when the train stopping mechanismis being maintained in inoperative position.

matic'view in which the normal supply of current for maintaining thecontrolling apparatus inoperative is obtained from the main propulsionline'or from a source outside of the train itself, and in which the samecontact shoe is used for supplying the main posed in the line 13.

trols an armature 15 adapted to'make or 1 operating current to the trainand the current used in controlling the train stopping mechanism. Figs.4: and5 are views of the same modification as Fig. 3 showing the ap-'paratus in different operative posit-ions;

Referring to Figs. 1 and 2, the tracks 1 are divided by a series of setsof insulation 2 into blocks a, Z) and 0 shown in the drawing. Any formof propulsion line supplying current for operating the train may be usedand is shown as the third rail 3. Each block is provided with a trainstoppingcontact section a although one section is shown in Fig. 1,located in block a. This section 4:

.is adapted to be engaged by a contacting shoe carried by the train andif supplied with electrical energy to prevent the operation of the trainstopping mechanism. Any

suitable mean for controlling the supply of energy to the section 4dependent on whether or not the section just in advance thereof is clearor not, may be usedand as shown for the purpose of illustration, a relayis'connected by leads 6 and 7 to the rails 1 of the block Z). Each blockis supplied through a transformer 3 with current to the rails l of eachblock, being led thereto by suitable leads 9 and 10. The relay 5 islocated at the opposite end of the'block '5 from the transformer 8 sothat if a train is in the block Z) the current to therelay 5 isshort-circuited and the relay deenergized, as is well understood in theart. One means of controlling the supply of current to thecontact-section 4 of each block is by throwing the same into V serieswith the third rail 3 and controlling this operation from the relay 5..For this purpose an auxiliary magnet 11 is connected'by one lead 12 tothe lead 9 extending from the transformer to the rail. Another lead 13extends from the magnet 11 to the other lead 10 from the transformer anda switch 14 controlledbythe relay 5 is inter- Themagnet 11 conbreak theconnection with the points 16 and 17, connected to the section 1 andthird rail 3, respectively. "F or the purpose of illustration the thirdrail and train stopping section 4; are shown in the drawings both inplan view and in section in the same figure, and the connection to eachshown by use of full and dotted lines as indicated. It will Fig. 3 showsa modified form of apparatus in diagram- -The automatic mechanism forcutting off the supply ofcurrent to the motor 22 and applying the brakesof the train may be of any convenient form and I have illustratedherewith an electro-magnetically controlled valve 30 adapted to controlthe supply of air under pressure from the tank 31 through pipes 32 and33 to the cylinder 34 of the train pipe valve 35. The train pipe 36 1sconnected through the valve 35 to the switch controlling cylinder 37, inwhich is located a piston 38 connected by a rod v39 to the switch 23.Suitable exhaust ports 40 in the cylinder 3'? permit the escape of airfrom the train pipe 36 and the cylinder 37 when the piston 38 has beenmoved to the extreme end of the cylinder 38. hen the valve '30 is heldup the fluidunder pressure holds the train pipe valve 35 closed, andwhen the valve 30 is permitted to close the pipe 33 is put intocommunication with the atmosphere through the exhaust 41. The valve 30is provided with an armature 42 controlled by the electromagnet as s0that the operation of the same may be electrically controlled ashereinafter described. The train is supplied with a suitable battery a lconnected by a lead 45 to the magnet 43 and by a lead 4:6 to thegovernor controlled contact 457. The contact 47 is controlledby agovernor 18 as will be readily understood shoe on each side of the trainas the third rail is sometimes located on opposite sides of the trackand it may be desirable to also locate the section 4: at certain places011 either side of the tracln I have shown in Figs. '1 and 2 a form ofcontact shoe, one being located on each side of the train adapted toengage with the train stopping section a of each block but not to engagethe third rail 3. Various forms of shoes might be used in conjunctionwith the mechanism shown herein and as one means of construction I haveshown a contacting shoe in which a stationary portion 55 is secured tothe truck bolster 56 and is provided with a purpose which willhereinafter appear, and the section has hinged thereto a sectionprovided with two conductors or contacts 61 and ($2 insulated at 63 and64 from the rest of the shoe. A curved contact member (35 is adapted toconnect the contact 61 with the contact 57 when in the position as shownin Fig. 2. The contact 62 is connected by a lead 66 to the contact 62 ofthe other shoe and the contact 61 is connected by a lead 67 to thecontact 61 of the other shoe, while the contact 57 is connected by alead 68 to the lead 50 and electromagnet 43. A lead 69 connects thecontact 62 with the lead 45 to the electromagnet 43.

The operation of the mechanism illustrated in Figs. 1 and 2 will now bedescribed. Normally the magnet 43 is energized to prevent the opening ofthe switch 23 and application of the brakes of the train by a source ofcurrent supplied from the battery 44 as best shown in Fig. 2 through thelead 58, contact 57 curved finger 65, contact 61, lead 67, contact 61,finger contact 57, leads 68 and 50, magnet 43 and the return lead 45 tothe battery 44. This circuit forms the normally operating train circuitfor the magnet 43. In this manner it will be seen that the train may berun at any speed dependent on the control of the operator. lVhen,however, one of the arms 60 or 60 of the contact shoes comes in contactwith a train stopping section 4, the normal supply of current to themagnet 43 is broken as shown in Fig. 1 by the movement of the finger 65off the contact 57 onto the insulation 59. The contact 62 at the sametime engages the section 4 or train stopping ramp and if the same isthrown into series and supplied with energy from the third rail 3, byreason of the block Z) being clear, then the magnet 43 will be energizedby circuit from the ramp 4, contact 62 of one shoe, lead 66, contact 62of the other shoe, lead 69, magnet 43 and ground lead 70, which as shownextends through the governor 48 to the ground lead 24. This forms atemporarily operating track circuit from the magnet 43. If, however, atrain is in the block b, as shown in Fig. 1, the ramp 4 will not beenergized and this circuit just described will be open since the contactpoints 16 and 17 will be broken by reason of the magnet 11 beingdeenergized through the drop of the switch 14 which in turn has beenallowed to drop by reason of the shortcircuiting of the currentenergizing the relay 5 as is readily understood in the art. It now thegovernor controlled circuit, described above and carried by the trainfor energizing the magnet 43, is also broken by reason of the Xcessiverate of speed, the armature 42 will fall and valve 30 will close andeffect an application of the brakes and an automatic breaking of theswitch 23.

This is arranged to occur if the train is moving at a higher rate ofspeed than a predetermined low rate, such as five miles an hour, sincethe contact 47 will be moved away from the contact 49, thus breaking thecircuit from the battery 44, lead 46, contacts 47 and 49, and lead 50 tothe magnet 43, and return lead 45 to the battery. In this manner it willbe seen that the mechanism operates to permit a train to move at a slowrate of speed into a block already occupied by a train, but if the trainis being operated beyond a pre-determined rate and the block in advanceis occupied, then the train will be automatically stopped.

It will thus be seen that the magnet 43 is normally energized by thetrain carried battery circuit in the form shown in Figs. 1 and 2 andthat when the shoes engage the ramp 4 the normal supply is cut off and atemporary operative track circuit, independent of the governor,energizes the magnet 43 if the block ahead is clear, but if the same isnot clear, then the magnet 43 is energized only from the governorcontrolled circuit and therefore the operation of the train iscontrolled at this time by the speed of the train alone. Furthermore, itwill be noted that the third rail or main propulsion line is notinsulated into sections, but instead suitable contact sections 4insulated from the third rail are located in any convenient position ineach block and form the train stopping contact sections in each block.

In the modification shown in Figs. 3 to 5 the magnet for controlling theautomatic stopping mechanism is normally energized from the main supplyof current and also temporarily energized or not through the stoppingsection 4 dependent upon the condition of the adjacent block in the samemanner as that shown above in connection with Figs. 1 and 2. In Figs. 3to 5 the battery circuit is only used to energize the con trollingmagnet when the train is moving below five miles an hour and thecircuits both normal and temporary which obtain their supply from themain line are broken, or when the third rail is broken as shown in Fig.5. It will thus be seen that the modification of Figs. 3 to 5 differsfrom the construction shown in Figs. 1 and 2, mainly in that the magnetis energized normally from the main supply of current extraneous of thetrain rather than from the battery or other source of supply carried bythe train itself. Furthermore, in the modification Figs. 3 to 5, asingle contacting shoe supplies the current to the main train operatingmotor as well as the electromagnetically controlled train stoppingmechanism.

In Figs. 3 to 5, as in. the other modification, the tracks 1 are dividedby a series of sets of insulation 2 into blocks A, B, 0

shown in the drawing. Any form of propulsion current supplying line maybe used and the third rail 3 shown in the drawing illustrates one meansof supplying current to the train; Each block is provided with a trainstopping contact section 4, separated and insulated from the third rail3. other case the section 4 is adapted to temporarily supply the trainwith electrical energy it the section itself is thrown into electrical"connection with a source of current supply as by being connected inseries to the third rail 3, the connection being controlled by thecondition of the block ahead, the construction being such that thesection 4 will be energized if the adjacent block is clear butdeenergized if the saine is not clear but is occupied by a train. Thesame.

apparatus for controlling the energization of the section 4 may be usedin the modification of Figs. 3 toi5, as described above in connectionwith Figs. 1 .and 2. The same form of train stopping mechanism may alsobe used, the train also carrying a source of supply as the battery 44and the speed responsive device 48. The contacting shoes used in themodification Figs. 3 to 5 are slightly modified from those shown inFigs. 1 and 2 and are adapted to supply the motor 22 with electricalenergy through the'lead 75. ,The shoe 76 issecured as before to thebolster 56 on the train and in this case, is adapted to engage the topof the third rail as shown in Fig. 4 and the topot the ramp 4 by reasonof a projection 77 on'the movable arms 7 8 of the shoe. A contact 79 isinsulated from the projection 77 and is provided with a curved springfinger 80 adapted when the shoe is free to engage the conductor 81 asshownin Fig. 5. Normally, the finger 80 engages an insulated portion 82on the shoe 76 when the arm '78 engages the third rail 3 as shown inFig. 4. A lead 85 connects the dependingprojection 77 of the shoe 7 6with the projection 77 of the shoe 76?, while a lead 86 connects thecontact 79 with the contact 79 on the shoe 7 6'. The contact 81 isconnected-by a lead 87 to the battery 44, while the contact 81 on theother shoe is connected by a lead 88 to the magnet 43. The lead in thiscase connects the other side of the magnet 43 with the ground lead 24through the governor 48. The depending projection 7 7 is connected by alead 89 to the magnet 43, as shown, and the battery 44 is also connectedthereto through the governor controlled switch by the leads 45 and 46,contacts 47, 49 and lead 50, as in the other modification, forming thegovernor controlled circuit for the magnet 43.

The operation of this form of my invention is as follows: 7

In this modification, the apparatus is normally maintained in theposition shown in Fig. 4 wherein it will be seenthat the shoe 78' isengaging the third rail and supplying As in the current through the lead75, switch 23 to the motor 22, the circuitbeing completed by the groundlead 24. The magnet 43 is energized by a current from the third railthrough the shoe 78, projection 77, lead 85, projection 77", lead 89,magnet 43, ground wire 70, to ground lead 24, this circuit forming thenormally operatingcircuit for energizing the magnet 43. 7

hen, however, the shoe 7 8 engages the ramp 4, its contact with thethird rail is immediately broken as shown in Fig. 3 by reason ottheprojection 77 engaging the ramp 4. As in the other modification, theramp 4 may be energized or not, depending upon whether or not the block13 is clear. If the block 13 is clear, the current from the third rail 3is connected in series with the ramp 4 through the automaticallycontrolled relay 11 and armature 15. T he motor 22 will then be suppliedwith current through the lead and projection 77 from the ramp 4, and themagnet 43 is energized by the same circuit, as that just described inconnection with Fig. 4, as the temporarily operating track circuit. Thiscircuit is from the ramp 4, contact 77, lead 85, contact 77 lead 89,magnet 43, lead 70 to ground lead 24. If, however, a train is located inblock 13, as shown in Fig. 3, then the armature 15 will drop and theramp 4 is de'nergized. No current is supplied to the motor 22, nor tothe temporarily operating track circuit described tor energizing themagnet 43. Both the normal and temporary circuits are then broken butthe train is moving at a rate of speed below, say five miles an hour,the mag- 7 net 43 will still be energized by the governor controlledcircuit and the train will be permitted to advance by its momentum. Inthis case the circuit is from the battery 44 through the lead 46,contacts 47 and 49, lead 50, magnet 43, and return lead 45, as aboveindicated. It will be apparent that if the contact 47 controlled by thegovernor 48 breaks the circuit last described, the brakes will beapplied and the train stopped.

it will be seen that in the modification of Figs. 3 to 5, the magnet 43is normally energized from the main line su-pply, instead of by a traincarried battery circuit as in Figs. 1 and 2. When one of the shoesengages the stopping section 4, the propulsion current will beimmediately cut oii and the magnet 43 will be temporarily energized ornot, depending upon the condition of the track circuit through section 4and formed when a current is passing. through the section '4 in serieswith the main propulsion line, or when the block ahead isclear. If notclear, the track circuit is broken and then the magnet 43 is energizedor not from acircuit controlled by the governor, dependent upon thespeed of the train.

In both forms of the invention the mechanism is so arranged that a breakin the propulsion line will not of itself effect a stopping of thetrain.

Fig. 5 illustrates the action of the modification when a break in thethird rail 3 occurs as at crossings, switches, and the like. In thisposition of the apparatus, the valve 43 is energized by battery circuitextending from the battery 44 through the leads 87, contact 81, finger80, contact 79, lead 86, contact 79, finger 80, contact 81, lead 88,magnet 43, and return lead 45. In the forms shown in Figs. 1 and 2 ifany breaks occur in the third rail 3, the same have no effect whateveron the apparatus but it remains in the position shown in Fig. 2, sincethe shoes 56 and 56 in this form of the invention do not engage thethird rail.

Attention is called to the fact that each of the various circuits usedto control the valve 30 is a normally closed circuit whereby any defectin a circuit will effect an operation of the train stopping mechanismwhen that circuit alone is holding up valve 30. In this manner it isevident that the device will operate to stop the train if any of thecircuits become accidentally broken rather than permitting the train toproceed as is the case in which an open circuit controls the valvehaving a tendency to result in collisions which would be otherwiseavoided by the use of the normally operating closed circuits of thepresent invention.

It is evident that this invention also provides an automatic trainstopping apparatus which could be readily arranged to oper ate merely togradually apply the brakes without shutting off the source of power andthus operate as a speed controlling mechanism without stopping thetrain, if de sired.

The specific arrangement of apparatus described and illustrated hereinforms eflicient means for carrying out this invention but it is obviousthat various changes in the arrangement of parts and the electricalcircuits may be readily made without departing from the scope and spiritof the invention as set forth in the claims hereunto annexed.

Having thus fully described my invention, what I desire to claim andprotect by Letters Patent of the United States is:

1. In an apparatus for controlling the operation of trains in a seriesof blocks, a main propulsion current supplying line, electro-magneticmeans for regulating the operation of a train in a block, a normalsupply of current therefor and means including a section independent ofthe main current supplying means for the system operating to temporarilysupply energy to said electro-magnetic means dependent upon the presenceor absence of a train in an adjacent block.

2. In an apparatus for automatically conply, for cutting oil the normalsupply of energy to the train stopping means and temporarily eiiectingthe supply of energy thereto controlled by the condition of the track inan adjacent block of the system.

3. In a train stopping device, electro-magnetic means for automaticallycontrolling the operation of a train in a block of a block system, amain propulsion current supplying line, a plurality of circuits adaptedto supply electrical energy to said means including a normally operativecircuit, a temporarily operative circuit and a governor controlledcircuit, said temporarily operative circuit including a sectionindependent of the main propulsion line oi: the system and meansautomatically operated whereby the electro-magnetic controlling meanswill operate to stop a train in a block it running higher than apre-determined speed and there is a train in the block ahead, and toprevent the operation of said controlling means if the train is runningunder a pre determined speed and the block ahead is occupied, or if theblock ahead is clear.

4. In a train stopping and controlling mechanism for automaticallyregulating the operation of trains in a series of blocks, a mainpropulsion current supplying line, electro-magnetic means "for stoppinga train, a normal, a temporary, and a speed controlled circuit therefor,means for normally closing the normal circuit through theelectro-magnetic means, and means located in each block to cut off thenormal supply and make or break the temporary supply dependent upon thecondition of the block ahead, whereby the mechanism will operate to stopthe train it running higher than a predetermined speed and the blockahead is occupied.

5. In a train stopping device clectro-magnetic means for automaticallycontrolling the operation of a train in the block, a main propulsioncurrent supplying line, a plurality of circuits adapted to supplyelectrical energy to said controlling means including a speed controlledcircuit, a normal circuit and a temporary circuit including a sectionindependent of the main propulsion line of the system, means carried bythe train for closing said normal circuit, and means controlled by thespeed of the train and the condition of the adjacent blocks of thesystem for controlling the speed controlled and temporary circuits.

6. In an automatic train stopping mechanism, an electro-magneticallycontrolled stoppingmeohanis m, a main propulsion current supplymg llne,a normally closed 011'- cuit therefor, a temporarily operatnig circuittherefor including a train stopping contact section independent of themain current supplying means controlled by the condition of the blockahead in the system, a speed controlled circuit and means automaticallyoperated to open the normally closed circuit and operative to make thetemporary circuit dependent upon the condition ot theadj acent blocks ofthe system the mechanism operative whereby the train in .a block will bestopped it running at a higher than a predetermined rate of speed andthe block ahead is occupied by another train.

7 In an electrically operated mechanism for propelling and controllingtrains in a block system, a propulsionline and atrain controllingmechanism including electroma netic means for re ulatin theo aeration ofa train in a block, a circuit adapted to supply electrical energythereto dependent upon the speed of the train, a plurality of othercircuits therefor including a normally operating circuit and atemporarily operating circuit, said last-mentioned circuit 7 including atrain stopping track section in each block independent of the propulsionline, and means carried by the train and cooperating with saidindependent track section'located in each block to cut off the normallyoperating circuit and close the temporarily operating circuit.

8. Ina train stopping device, the combination of a track having a firstandsecond insulated block, a mainpropulsion supplying current line andan independent train "stopping contact section located in each block,means to normallyencrgize said train stoppingsection and means toautomatically .deenergize said section of the second block' when a trainis in the first block.

9. In a train stopping mechanism, the combination of atrack having afirstand second insulated block, a line adapted to sup- "-ply theoperating energy for the system, a 7 train stopping'section independentof said line located in each block, means to normally energize saidsection, means to deenergize said section in the second block when atrain is inthe first block means to stop a train attempting to enter thefirst block when another train is located therein and the train in thesecond block is runn ng at a higher rate of speed than a pre-determinedlow rate of speed, and means to permit the train to enter said firstblock when running below a predetermined rate 7 e0 of speed. V

10. In a train stopping mechanism, the

combination of a track having a first and sec ond insulated block, athird rail adapted to supply current to the system, a train stop plugcontacting section independent of the third rail in each block, means toenergize said section in the second block when the first block is clear,and deenergize said section when the first block is occupied, and meanswhereby a de'elnergized train stopping section is inoperative to stop atrain located adjacent said section when said train is moving below apre-determined rate of speed.

11. In a train stopping mechanism, the combination of a track having aplurality of insulated blocks, a third rail for supplying current to thesystem, a train stopping section independent of the third rail andinsulated therefrom, means to energize said section in each block whentheblock ahead 'is clear and to deenergize' the same when the "in seriestherewith, means to throw said section into and out of series with theline dependent upon'thecondition ota block ahead and means carried bythe train cooperating with the independent section to open the normalcircuit and close the temporarily operative circuit to theelectro-magnetic controlling device. g p

13. In a train controlling mechanism, an electro-magnetically operatedtrain stopping mechanism, a main propulsion current supplying line, atrain circuit normally energizing the same to hold the same inoperative,a temporarily operative track circuit which is opened or closeddependent'upon the condi-' tion of the block ahead adapted to beautomatically energized or deenergized from the main propulsion line ofthe system, and

-means carried by the train operative to open the normally closed traincircuit and close the temporarily operative'traclr circuit to saidelectro-magnetically controlled stopping mechanism. I

7 let. In an automatic train controlling mechanism for regulating trainsin a block system, a main propulsion current supplying line, a normallyclosed train circuit for energizing an electro-magnetically operatedtrain stopping mechanism, a track circuit adapted to be energized fromthe main pro pulsion line of the system, means for opening or closingsaid circuit in one block dependent upon the conditionof the blockahead, aspeed controlled circuiticarried by the train and means adaptedto open the normally closed circuit and throw into operative connectionthe temporarily operative track circuit so that a train in a block willbe stopped it running at a rate of speed higher than a predetermined lowrate of speed and the block ahead is occupied.

15. In an automatic train controlling mechanism for regulating trains ina block system, a main propulsion current supplying line for the system,an electro-magnetically controlled device for automatically stopping thetrain, a normally closed circuit therefor, and a temporarily operatingcircuit therefor controlled by the condition of the adjacent blocks ofthe system, including an independent contact section adapted to beenergized from the main propulsion line of the system, said circuitsoperative to energize said controlling de vice independently of anybreaks in said propulsion line of the system.

16. In an automatic train controlling mechanism, an electro-magneticallyoperated train stopping device, a speed controlled circuit therefor, anormally operating circuit therefor, a main line for supplying currentto the system, a train stopping contacting section independent thereof,

a temporarily operating circuit controlled by the blocks of the systemfor the train stopping device passing therethrough, and means carried bythe train and cooperating with the independent section to open thenormally operating circuit of the stopping device and close thetemporarily operating circuit therefor so that if the independentsection is deenergized and the speed controlled circuit broken thecurrent stopping device will operate to stop the train.

In Witness whereof I have hereunto set my hand this 17th day of April,A. D. 1917.

FRANK C. WILLIAMS.

